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s Sheets-Shet 1.

(No Model.)

F. U. ADAMS. V ENTILATING APPARATUS FOR RAILWAY CARS IN TRAINS.

No. 489,908. Patented Jan. 1'7, 1893.

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INGTON D C 8 Sheets-Sheet 2.

( No Model.)

IF. U. ADAMS. VENTILATING APPARATUS FOR RAILWAY CARS IN TRAINS. No.489,9Q8;

Patented Jan. 17, 1 893.

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VENTILATING APPARATUS POR RAILWAY CARS IN TRAINS.

A A y 4 t .e e h S W e .G h S. S M A D A U u Mu d 0 M 0 m VENTILATINGAPPARATUS FOR RAILWAY CARS IN TRAINS.

Patented Jan. 17, 1893.

(No Model.) 8 SheetsSheet 5.

F. U. ADAMS. VENTILATING APPARATUS FOR RAILWAY CARS IN TRAINS.

No 489,908. Patented Jan. 17, 1893.

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F. U. ADAMS. r VB-NTILATING APPARATUS FOR RAILWAY CARS IN TRAINS.

No. 489,908. Patented Jan. 17, 1893.

Ill/Ill (No Model.) 8 Sheets--Sheet 7..

F. ILADAMS.

IVBNTILATINGAAAPPARATUS FOR RAILWAY CARS IN TRAINS. No. 489,908.Patented Jan. 17, 18,93.

(No Model.) 8 Sheets--Sheet 8.

' P. U. ADAMS. VENTILATING APPARATUS FOR RAILWAY CARS IN TRAINS.

No. 489,908. Patented Jan. 17, 1893.

Err/72 ma/6912?): I 2856278 28 50 umc" WASHINGTON v c ivrrn TATES ATENTFFlQE.

FREDERICK U. ADAMS, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO ROBERTS. MCCORMICK, OF SAME PLACE.

VENTBLATING APPARATUS FOR RAILWAY-CARS IN TRAINS.

SPECIFICATION forming part of Letters Patent No. 489,908, dated January17, 1893. Application filed November 24, 1891. Serial No. 412,924.. (Nomodel.)

To all whom it may concern:

Be it known that I, FREDERICK U. ADAMS, of Chicago, in the county ofCook and State of Illinois, have invented certain new and usefulImprovements in Air-Supplying Apparatus for Railway-Cars in Trains; andI do hereby declare that the following is a full, clear, and exactdescription thereof, reference being had to the accompanying drawings,and to the letters of reference marked thereon, which form a part ofthis specification.

This invention has reference to the supply or" fresh air to the interiorof railway trains and to its distribution to different parts of eachcar.

In the accompanying drawings the invention is illustrated in connectionwith a pas senger train having some other improvements not hereindescribed.

Figure 1 is a plan or top view of a railway train provided withmyimprovement and also illustrating a construction of the exterior ofthe train which is not claimed in this specification. Fig. 2 is a sideView of the part of the train seen in top view in Fig. 1. Fig. 3 is aside view illustrating a modification of the construction shown in Figs.1 and 2. Fig. 4 is a top view of the construction shown in Fig. 3. Fig.5 is a central, vertical, longitudinal section of portions of twoadjacent cars of a train containing my improvement. Fig. 6 is avertical, transverse section in the line 6-6 of Fig. 5. Fig. '7is an endview of the upper portion of a car containing my improvement and havingthe main air duct of said improvement located at the top of the car.Fig. 8 is a horizontal section. in the line 8-8 of Fig. 6. Fig. 9 is anenlarged side View of the upper and adjacent end portions of twoconnected cars of a train, a portion of the side of one of the carsbeing broken away. Fig. 10, is a horizontal, longitudinal section in theline 1010 of Fig. 5 of the proposed main air duct showing branchesleading therefrom and adjustable deflectors for directing a portion ofthe air flowing in the main duct into said branches. Fig. 11 is acentral, vertical,'longitudinal section of main air duct in the line1l11 of Fig. 10. Fig. 12 is a front view partly in transverse verticalsection of the mouth or air-receiving end of the main air duct. Fig. 13is a vertical, longitudinal section of the mouth of the main air duct inthe line 13-13 of Fig. 12. Fig. 14 is an enlarged, vertical,longitudinal section of the supporting device for one of the extensibleand flexible extremities of the section of the main air duct whichbelongs to an individual car. Fig. 15 is a top view of the constructionshown in Fig. 14. Fig. 15, is a fragmentary elevation and partialsection of the device of Figs. 14 and 15. Fig. 16 is a vertical,longitudinal section of a portion of a service car for a traincontaining my improvement. Fig. 17 is a horizontal section in the line1717 of Fig. 16. Fig. 18 is a transverse vertical section of a car ofordinary form provided with my improvement. Fig. 19 is a fragmentaryverti cal, longitudinal section in the line 1919 of Fig. 18.

A represents a railway passenger car provided (as seen in Fig. 5), withseats a a arranged transversely to the car in the usual way.

Bis a main air duct passingthe entire length of the car, either in theoverhead position shown or in any other position that may be preferred.B B are also longitudinal air ducts arranged one at each side of the carat either the top or the bottom and connected 8o w ith the main duct bytransverse branches B B B B are vertical ducts in the side of the carleading from the longitudinal ducts B B, as indicated, and provided withopenings b b at any desired elevation and in any desired position with.respect to the seats a a.

C C are suitable flexible or flexible and extensible couplings by whichthe main duct B of one car may be joined and made continuo ous with thatof another car. The air will be admitted to the main duct at someconvenient or desirable point at the head of the train, and as it passesbackwardly through the duct, it is directed by suitable mechanism intothe branches and is finally delivered into the car interior through theopenings 1) b.

Defiecting devices adapted to regulate the amount of air sent from themain duct B into a branch B and thence through the open- I00 ings b 19into the car, are shown at B Figs. 8,

10, and 11. Of these deflector devices b is a long plate arrangedvertically on its edge within the duct B, and desirably extending fromthe bottom to the top wall of the duct, being pivoted at one end upon avertical pivot 12*, located opposite the middle of the inlet opening tothe branch B One of these pivoted plates 1), extends lengthwise of theductin each direction and from the same or an adjacent pivot a shorterplate b extends to or into the mouth of the said branch B The twoplates 1) may be made integral, if desired. Suitable means, operablefrom the outside of the duct, will be employed to shift the position ofeither plate I), such means being shown as an external knob 19 having ashank which extends through a curved slot 19 in the lower wall of theduct into connection with the deflector plate. The deflector plate beinggiven any desired inclination to the adjacent side wall of the duct B,and having its outwardly projecting end toward the head of the train, acorresponding quantity of air will be led from the main duct into thebranch. The pressure of the air against the short plate 17 may, if saidplate be properly mounted, be relied on to push it against the rear sideof the branch opening.

Providing two plates 1), one projecting toward each end of the car,adapts the device for operation when the'car is runningin eitherdirection and by providing such deflectors in each car of a train, theair supply for each car may be independently regulated with a referenceto the consumption of its predecessors in the train. The oppositedeflectors may be adapted to meet each other, as indicated, by dottedlines in Fig. 10, so that they may close the duct of the rear car, andthus compel the distribution through the train of all air admitted tothe duct.

Any suitable air outlet or outlets from the car being provided, as, forexample, indicated at D in Figs. 6, 7, and 9, the induction anddistribution devices described will afford supply of fresh air indeterminable quantities to all parts of the car. W'ith such provisionsmoreover, it is manifest that the windows of the car need never beopened and that perfect air supply and ventilation may therefore beobtained without admission of dust or the production of offensive aircurrents. It may be assumed that the windows shown are incapable ofbeingopened and this feature, in combination with distributing ducts and airoutlet devices, is made the subject of one of the hereto appendedclaims.

The discharge openings 1) I), are shown provided with screen coveringsto arrest the dust and they may also, if desired, be provided withindividual registers of an y preferred construction.

The coupling 0 for uniting sections of the main duct may be of anydesired construction so far as it concerns other parts of the invention.The form of such coupling shown comprises a hollow flexible andextensible portion 0, attached to the end of each duct, a hollow acaeoemetal frame 0 attached to the outer end of the flexible part 0, providedwith means for attachment to the similar frame belonging to an adjacentcar, and a vibratorysupport or supports 0 The first of these, to-wit,the flexible and extensible prolongation c of the duct B, is shown asbeing of the accordion form, being of'any material suitable forflexurein thatform. The second part, or the hollow end frame 0, has aflat end face adapted to make close contact with the similar end frameof the next car, and is provided with lugs 0 which project forwardly onall sides so as to embrace its fellow, whereby the two meeting endframes of adjacent duct sections hold each other laterally in place. Thesupports 0 are metal rods pivoted or universally jointed at their outerends to central points of the end frames 0 and having both vibratory andlengthwise movement with respect to the end of the car. Thisconstruction is indicated more clearly in the enlarged views shown inFigs. 14., 15, and 15.

As above stated, the main duct may be ar ranged to take fresh air fromany chosen point at or near the head of the train. Two such arrangementsare herein shown, one in Figs. 1 and 2, in which the mouth of said ductis at the front end of the car next the tender, and the other in Figs. 3and 4., in which the duct is branched, the branches extending forwardlyat opposite sides of the tender. In either of these positions it willtake pure air only, since the emanations from the smoke stack will passabove it.

In Figs. 12 and 13 an automatic Valve is shown applied to the mouth ofthe main air duct by which it is proposed to secure a regular supply ofair to the cars notwithstanding variations in the speed of the train.Here E is a vane or flap hinged to a margin of the mouth of the duct 13,and normally hanging or standing in a plane transverse to the car orduct. F is a valve adapted to narrow the duct inlet or passage beingshown as a slide entering the ductthrough a slotf in the bottom, towhich bottom the flap E is also hinged. Between the flap and the valveare suitable connect-ions through which a backward movement of the flapon its hinge will produce an inward thrust of the valve and acorresponding contraction of the duct passage. These connections, asshown, compriseacurved arm e, attached to the flap E, and a link 6'pivotally connected with both the arm and the valve. The link is shownas having a slot 8 to receive the pivot bolt e by which it is connectedto the arm 6 to permit adjustment. The point of connection between thelink and the valve is supported by a guide f and a spring f is arrangedto normally open the valve. As indicated in Fig. 12, a set of likeconnections is applied to each end of the valve, the latter being ofconsiderable length.

It is manifest that the greater the wind pressure upon the flap E, themore it will be inclined backwardly from its normal plane and thefarther the valve F will be thrust inward and the entrance of air to theduct B restricted. But with this greater airpressure there will be acorrespondingly greater velocity of air Within the duct, so thatnotwithstanding the contraction of the passage a required current of airwill reach the interior of the car.

In Fig. 12 the mouth of the main air duct is covered with a screen G,which may be used or not as found desirable.

Figs. 16 and 17 show a service car containing afan blower H whichdelivers into the main duct 13, through a supply branch H, said blowerbeing intended for use when the train is standing or when for any reasona sufficient current is not induced through the open mouth of said duct.The blower will be driven by a motor H located on the car, as shown.

I claim as my invention.

1. In a railway car, the combination of a longitudinally arranged mainair-supply duct, longitudinal duct-s at the sides of the car connectedwith the main duct and vertical ducts leading from the said side ductsand discharging into the car interior.

2. In a railway car, the combination with a main air-supply duct havinga branch leading therefrom for the delivery of air to the car interior,of two oppositely directed deflccting plates within the main air ducthinged at a point opposite the opening into the branch, and at adistance therefrom, and an additional pivoted plate projecting from thejunction of the two oppositely directed plates toward the branchopening.

3. In a railway car the combination, with a main airsupplyducthavingoppositebranches leading therefrom for the delivery ofair to the car interior at opposite sides of the car, two deflectingplates arranged within the main air duct on opposite sides thereof andhinged or pivoted on vertical axes in position to deflect air from themain duct into said branches and adapted to have their free ends broughttogether, or practically so, for the purpose of closing the main duct tothe escape of air at its rear end.

4. The combination with an air duct B, applied to a railway train, of amovable vane E, arranged to present its face to the air pressureencountered by the train, a movable valve F, applied to the duct, a linkconnection between the vane and the valve arranged. to produce a closingmovement of the valve by a rearward movement of the vane and a spring orsprings arranged to produce an opening movement of the valve.

5. In apparatus for supplying air to the interior of railway cars, thecombination, with a rigid portion of a main air supply duct connectedwith a car body, of a flexible and extensible prolongation of said ductexterior to the end of the car, a rigid, hollow frame applied to theouter end of the flexible portion, a laterally and vertically yieldingsupport for said frame, and a spring or springs arranged to press theend frame outwardly, the whole being adapted to join with a similarprolongation upon the end of an adjacent car to form a flexible joint ina duct continuous from car to car.

6. In apparatus for supplying air to the interior of railway cars, thecombination, with a flexible and extensible prolongation, exterior tothe end of the car, of an air duct connected with the body of the carand delivering into its interior, of a rigid, hollow frame atthe outerend of said extensible prolongation of the duct, a supporting bar or roduniversally jointed to said terminal frame of the duct and having asliding and vibrating connection with the car, and a spring arranged topress the frame outwardly from the car.

In testimony that I claim the foregoing as my invention I affix mysignature in presence of two witnesses.

FREDERICK U. ADAMS.

Witnesses:

M. E. DAYTON, O. CLARENCE POOLE.

